Incandescent igniter for explosive-engines.



No. 710,824. Patented om. 7, |902,

c. w. walss.

INCANDEASCENT IGNITER FDR EXPLOSIVE ENGINES.

(Application filed Apr. 14, 1902.;

(Nn Model.)

G mi -1 TH: Norms Pneus co. maro-lmao., wasnmonu. u. t;

UNITED STATES PATENT OFFICE.

CARL WV. WEISS, OF NEW YORK, N. Y., ASSIGNOR OF ONE-HALF TO AUGUST MIETZ, OF NEXV YORK, N. Y.

INCANDESCENT IGNITER FOR EXPLOSlVE-ENGINES.

SPECIFICATION forming part of Letters Patent NO. 710,824, dated October 7, 1902.

Original application led November 10. 1898, Serial No. 696,017. Divided and this application filed April 14| 1902. Serial No. 102,739. (No model.)

To all whom it may con/cern:

Be it known that l, CARL `W. WEISS, a citizen of the United States, residing in the borough of Manhattan, city of New York, State of New York, have invented certain new and useful Improvements in Incandescent lgniters for Explosive-Engines, of which the following is a specification, reference being had to the accompanying drawings, forming 1o a part hereof, this application being a division of application, Serial No. 696,017, filed November l0, 1898.

This invention is particularly concerned with the ignition of the explosive charge in 15 internal-combustion or explosive engines, and has for its object to provide an improved igniter which shall retain the heat suiiiciently to ignite a charge at the beginning of every cycle of the engine, although the character zo of the explosive mixture may vary and although the walls of the explosion-chamber are kept at a temperature suiiciently low to avoid premature ignition of the charge, even under high compression.

A further object is to provide an igniter which will not become filled with carbon and will itself give long service.

The invention will be more fully described hereinafter, with reference to the accompa- 3o nying drawings, in which, for purposes of illustration and explanation, it is shown as applied to an explosiveengine of a wellknown type, and in which- Figure l is a View, partly7 in elevation and partly in longitudinal section, of an engine to which the invention is applied. Fig. 2 is a perspective view of the igniter-cartridge removed froin the cylinder-head. Fig. 3 is a similar view of the bushing, by which the igniter-cartridge is retained in its seat.

The cylinder A of the engine may be of ordinary construction and may be provided with a water-jacket A', as usual. The casing A2 of the cylinder is preferably extended forward to inclose the cranks or crank-disks and to receive the bearings of the crank-shaft. The trunk-piston B may be connected, as usual, to the cranks or crank-pins of the crank-shaft O. The chamber inclosed by the 5o forward part of the casing A2 constitutes a convenient aircompression chamber, in which the air is compressed, as usual, at each forward movement of the piston. A port a admits the air from said chamber to the working cylindei` or explosion-chamber when the piston is at or near the forward limit of its stroke, such port being at other times covered by the piston. An exhaust-port a is preferably provided in the wall of the cylinder to be covered by thepiston, except as 6o the latter approches the limit of its forward movement. A deflector 'b may be formed .upon or secured to the face of the piston B for the purpose of directing the blast of air from the compression -chamber rearwardly 6 into the explosion-chamber. The cylinder-head D is provided with a closed tubular extension D to form the outer shell or seat for an independent shell or ignition-tube D2, which is placed loosely-that 7o is, not permanently secured or tightly ittedin its seat, and within which the ignition of the charge is effected. The inner shellor ignition-tube preferablyhas a relatively large bore for the greater portion of its length and a contracted port d at its inner or forward end, this restricted orice assisting in delaying the ignition of the charge until after the crank-pin has passed the dead-center and in retaining the relatively high temperature of 8o the ignition-tube. The use of an independent inner shell or ignition-tube, placed loosely within the outer shell and being by its separate formation to some extent insulated from the outer shell, prevents the outer shell from quickly becoming porous through excessive heating and also, by prevention of radiation, enables the inner shell or ignitiontube to be more quickly raised to a temperature sufficient to ignite the charge and assists 9o in maintaining the temperature of the ignition-tube at the required degree. The inner shell or ignition-tube D2 is retained in its seat by a bushing CZ', and therefore does not require any rigid fastening which would to some extent impair the insulation which is attained by placing the ignition-tube loosely within its seat. Furthermore, the bushing, being in close contact with the cylinder-head, is cooler than the ignition-tube and does not loo become heated to a degree sufficient to cause ignition of the charge, thereby avoiding the danger of premature ignition which would exist if the hot igniter-tube or ignition-tube were itself presented to the explosive mixture in the working cylinder or explosive-chamber.

WVith the igniter constructed as above described the ignition of the charge within the inner shell or ignition-tube D2 is insured, while the walls of the working cylinder and of the compression-space are kept at a temperature which is insufficient to ignite the charge, although itis snfcientto vaporize the oil. The effect of this is to permit the charge to be compressed without premature ignition more than is ordinarily the case, whereby the eiciency of the engine is increased.

Although the improved igniter may oper# ate advantageously with various forms of devices for introducing and forming the explosive mixture within the explosion-chamber, nevertheless it is preferred to inject into the cylinder the oil which forms the basis of the explosive mixture through a nozzle H, which is so located in the cylinder-wall as to discharge the oil upon or against a dash-plate cl2, which is preferably secured to the cylinderhead above the igniter-that is, between the igniter and the nozzle-by any suitable means, such as a pump G, operated from the' crank-shaft C of the engine in any suitable A manner.

ignition tube itself is protected from any blast of air that might cool it, and is therefore maintained at the proper temperature for ignition, whereby the engine is enabled to run '2. In an explosive-engine, the combinationl with a tubular extension or shell, extended rearwardly from the cylinder-head, of an independent,tubularigniting ignition-tube having a relatively large bore with a restricted port at its forward end, placed loosely within said shell or extension, substantially as described.

3. In an explosive-engine, the combination with a tubular extension or shell, extended rearwardly from the cylinder-head, of an independent, tubular igniting ignition-tube, open at its forward end only, placed loosely within said shell or extension, and a bushing secured in the forward end of the bore of said shell and independent of said ignition-tube, substantially as described.

a. In an explosive-engine, the combination vwith a dash-plate secured to the cylinderhead, a tubular extension or shell extended rearwardly from the cylinder-head,and means to discharge oil upon said dash-plate, of an independent tubular igniting ignition-tube, open at its forward end only, placed within said shell or extension, substantially as described. l

This specification signed and witnessed this 10th day of April, A. D. 1902.

CARL IV. XVEISS'. In presence of- ANTHONY N. JESBERA, \V. B. GREELEY. 

